EP1584499A1 - Trailer coupling - Google Patents

Trailer coupling Download PDF

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Publication number
EP1584499A1
EP1584499A1 EP05005548A EP05005548A EP1584499A1 EP 1584499 A1 EP1584499 A1 EP 1584499A1 EP 05005548 A EP05005548 A EP 05005548A EP 05005548 A EP05005548 A EP 05005548A EP 1584499 A1 EP1584499 A1 EP 1584499A1
Authority
EP
European Patent Office
Prior art keywords
housing
coupling arm
drehachsglied
sub
drehachsgliedes
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP05005548A
Other languages
German (de)
French (fr)
Other versions
EP1584499B1 (en
Inventor
Frank O. Abels
Günther von Alm
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Westfalia Automotive GmbH
Original Assignee
Westfalia Automotive GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Westfalia Automotive GmbH and Co KG filed Critical Westfalia Automotive GmbH and Co KG
Publication of EP1584499A1 publication Critical patent/EP1584499A1/en
Application granted granted Critical
Publication of EP1584499B1 publication Critical patent/EP1584499B1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/24—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions
    • B60D1/246—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions for actuating the hitch by powered means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/01—Traction couplings or hitches characterised by their type
    • B60D1/06—Ball-and-socket hitches, e.g. constructional details, auxiliary devices, their arrangement on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/48—Traction couplings; Hitches; Draw-gear; Towing devices characterised by the mounting
    • B60D1/54—Traction couplings; Hitches; Draw-gear; Towing devices characterised by the mounting collapsible or retractable when not in use, e.g. hide-away hitches

Definitions

  • the invention relates to a device for lowering and pivoting a coupling arm in a towing hitch for motor vehicles, in which one provided with a ball Clutch arm from a non-visible from outside the vehicle rest position in a suitable operating position for attaching a trailer motor or manually driven is moved.
  • a motor-driven To create trailer hitch which is particularly simple and inexpensive to manufacture. This is achieved in that in the hitch according to the invention no pivot bearing, Locking devices or other components with high manufacturing accuracy for Application, but in which the moving parts within a housing shifted an inclined plane and without using a pivot bearing via a slotted guide transported into the position of use and there by a spindle on the principle of Vices are clamped.
  • the angle of the inclined plane is the Drop height of the ball arm structurally adapted to the respective vehicle.
  • An exemplary embodiment of the trailer coupling according to the invention consists of a trough-shaped housing (1) with the side walls (2,3), the rear housing wall (4), the front housing wall (5) and the housing bottom (6) with the slot (7).
  • the housing bottom (6) has a slot (7) is arranged.
  • the in the housing (1) located part of the ball arm (9) is designed as Drehachsglied (10).
  • the Drehachsglied (10) has in the lower part of a cylindrical shape whose diameter is greater than the inside width of the slot (7).
  • the upper part of the Drehachsgliedes (10) is asymmetrical and is described in Fig. 5 in more detail.
  • an annular groove (20) is arranged, in which a linkage (15) of the linear drive (14) engages.
  • the linear drive (14) is pivotally mounted on the housing rear wall (4) in the bearing (23).
  • Fig. 1 shows the trailer hitch in non-use position in a plan view
  • Fig. 2 in a side view.
  • the linear drive (14) is fully retracted
  • the ball arm (9) is retracted in the slot (7) in the direction of the housing rear wall (4).
  • the ball arm (9) is parallel to the longitudinal axis (10).
  • Fig. 3 shows the hitch in the position of use in a plan view
  • Fig. 4 in a Side view.
  • Fig. 5 shows the ball arm (9) with the Drehachsglied (10) in a plan view
  • Fig. 6 in a side view.
  • the Drehachsglied (10) consists of a lower cylindrical portion (19) and an upper part, which consists of a part-cylindrical part (16), the straight surfaces (17, 18) of a part-cuboid body, which tangent-shaped in the sub-cylinder (16) and the Ha ken (11) consists.
  • Between the lower and upper part of an annular groove (20) is arranged, on which the Lincarantrieb (14) engages with the articulation (15).
  • the two straight surfaces (17, 18) are at right angles to each other and thus determine the pivot angle of the ball arm (9). By constructively changing the angle between the straight surfaces (17, 18), the swivel angle can be adapted to the target vehicle.
  • Fig. 7 shows the connection between the ball arm (9) and Lincar drive (14) in an exploded view.
  • a U-shaped bearing surface (22), which may be embodied for example as a U-shaped metal strip, comprises the ball arm (9) in the annular groove (20) and forms when merging both parts in the direction of arrows A, B with the bearing surface (21) circular bearing in which the ball arm (9) can rotate about the pivot axis (12).
  • the connection between the bearing parts (21,22) is not shown here in detail, it can be realized for example by a screw or rivet.
  • FIGS. 8 to 12 show the sequence of a swiveling out operation.
  • the ball arm (9) is in the non-use position.
  • the hook (11) protrudes in the direction of the front housing wall (5) in the opening (13).
  • the straight surface (18) and the teilzylindriesche part (16) of the Drehachsgliedes (10) abut the rear and front housing wall (2,3).
  • the linear drive (14) has moved the articulation (15) and thus the ball arm (9) in the direction of arrow C.
  • the hook (11) abuts against the side edge (24) of the opening (13) and has pushed out of the housing (1) through the opening (13).
  • the ball arm (9) has introduced a pivoting movement in the direction of arrow D about the axis (12).
  • the straight surface (18) no longer touches the front housing wall (3), while the part-cylindrical part (16) of the Drehachsgliedes (10) still on the rear side wall (2) is present.
  • the pivoting in the direction of arrow D is so far advanced that the part-cylindrical part (16) of the Drehachsgliedes (10) on both the rear (2) and on the front side wall (3) of the housing (1).
  • the pivoting operation is completed, the ball arm (9) is in the position of use.
  • Figs. 13 to 17 show the movement of the ball arm (9) from the use position to the non-use position.
  • the linear drive (14) via the linkage (15) has the ball arm (9) pulled in the direction of arrow E until the hook (11) touches the side edge (25) of the opening (13).
  • the part-cylindrical part (16) of the Drehachsgliedes (10) has detached from the front housing wall (5) and now rests against the front side wall (3), the straight surface (17) further contacts the rear side wall (2).
  • the pivoting action about the pivot axis (12) is initiated.
  • the linear drive (14) continues to pull the Drehachsglied (10) and thus the ball arm (9) in the direction of arrow E.
  • FIGS. 15 and 16 show further steps of the pivoting process.
  • the ball arm (9) has reached its non-use position.
  • the part-cylindrical part (16) of the Drehachsgliedes (10) is located on the rear housing wall (2), the straight surface (18) is located on the front housing wall (3).
  • the hook (11) protrudes into the opening (13).

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Transmission Devices (AREA)
  • Medicines Containing Plant Substances (AREA)
  • Fuel Cell (AREA)

Abstract

A coupling arm (9) supports a head piece on one end fitted proud to fasten a detachable trailer and links firmly on the other end to an adapter (10) moving on bearings in a casing (1). A hinge pin (12) on the coupling arm on one end opposite the ball has a partly cylindrical part and a partly cuboid body, the sides of which run at a tangent into the partly cylindrical part.

Description

Die Erfindung betrifft eine Vorrichtung zum Absenken und Schwenken eines Kupplungsarmes in einer Anhängekupplung für Kraftfahrzeuge, bei der ein mit einer Kugel versehener Kupplungsarm aus einer von außerhalb des Kraftfahrzeuges nicht sichtbaren Ruhestellung in eine zum Befestigen eines Anhängers geeignete Betriebsstellung motorisch oder manuell angetrieben bewegt wird.The invention relates to a device for lowering and pivoting a coupling arm in a towing hitch for motor vehicles, in which one provided with a ball Clutch arm from a non-visible from outside the vehicle rest position in a suitable operating position for attaching a trailer motor or manually driven is moved.

Es sind verschiedene Ausführungsformen solcher motorisch angetriebener Anhängekupplungen bekannt, z.B. aus der DE 198 26 618, DE 199 44 264 und DE 100 04 523, bei denen eine senkrecht stehende Kugelstange durch motorischen Antrieb zunächst axial nach unten bewegt werden, so daß die Kugel der Kugelstange unterhalb des Stoßfängers liegt, danach wird die Kugelstange um ca. 90° seitlich verdreht und anschließend motorisch wieder angehoben, bis die Kugelstange sich in der Betriebsstellung befindet. Diese Ausführungsformen haben folgende Nachteile:

  • Die Bodenfreiheit reicht (je nach Fahrzeugtyp) gelegentlich nicht aus, besonders wenn das Fahrzeug über einer Bordsteinkante steht
  • Die senkrecht angeordnete Kugelstange hat eine Bauform, die bei modernen Fahrzeugen mit besonders niedrig liegender Kofferraumkante nicht in das Fahrzeug integriert werden kann
  • Aufwendige Konstruktion - teilweise mit 2 Motoren - um die drei Bewegungsschritte Senken, Schwenken, Heben zu realisieren
  • Aufwendige Steuerung der Bewegungsschritte entweder mechanisch oder elektrisch Paßgenaue und damit teure Führungen erforderlich, die wegen der eingeleiteten Betriebskräfte teure Materialien und Bearbeitungsverfahren notwendig machen.
There are various embodiments of such motor-driven towbars known, for example from DE 198 26 618, DE 199 44 264 and DE 100 04 523, in which a perpendicular ball rod by motor drive initially moved axially downwards, so that the ball of the ball rod is below the bumper, then the ball rod is rotated laterally by about 90 ° and then raised motor again until the ball rod is in the operating position. These embodiments have the following disadvantages:
  • The ground clearance is sometimes insufficient (depending on the type of vehicle), especially when the vehicle is over a curb
  • The vertically arranged ball bar has a design that can not be integrated into the vehicle in modern vehicles with a particularly low-lying trunk edge
  • Elaborate construction - partly with 2 motors - to realize the three steps of lowering, swiveling, lifting
  • Elaborate control of the movement steps either mechanically or electrically accurately fitting and therefore expensive guides required that make necessary because of the operating forces expensive materials and processing methods.

Es sind weitere Ausführungsformen bekannt, bei denen die Kugelstange an einem fahrzeugfesten Drehlager angeordnet sind und durch einen Motor die Kugelstange aus einer unterhalb des Fahrzeugbodens befindlichen Ruhestellung in die Betriebsstellung geschwenkt wird, wie z.B. in DE 196 54 867 und DE 196 12 959 oder WO 98/57 813 beschrieben. Diese Ausführungsformen haben folgende Nachteile:

  • Die Bodenfreiheit reicht bei bestimmten Ausführungsformen und Fahrzeugen ebenfalls nicht aus.
  • Bei einigen Fahrzeugformen sind sie wegen der Art des Fahrzeugbodens nur schwer oder gar nicht zu integrieren.
  • Die Getriebemotoren sind hohen Belastungen ausgesetzt, wodurch sie aufwendig und teuer werden. Es sind bei bestimmten Ausführungsformen zum Festsetzen der Kugelstange zusätzliche Verriegelungsvorrichtungen erforderlich, die starkem Verschleiß unterliegen und teuer in der Herstellung sind.
  • Die Hauptschwenklager unterliegen starken Betriebskräften und müssen daher in aufwendigen und teuren Techniken hergestellt werden.
There are further embodiments are known in which the ball rod are arranged on a vehicle-fixed rotary bearing and the ball rod is pivoted by a motor located below the vehicle floor resting position in the operating position, such as in DE 196 54 867 and DE 196 12 959 or WO 98 / 57 813. These embodiments have the following disadvantages:
  • The ground clearance is also insufficient in certain embodiments and vehicles.
  • In some vehicle forms, they are difficult or impossible to integrate due to the nature of the vehicle floor.
  • The geared motors are exposed to high loads, which makes them expensive and expensive. There are additional locking devices required in certain embodiments for fixing the ball rod, which are subject to heavy wear and are expensive to manufacture.
  • The main pivot bearings are subject to heavy operating forces and must therefore be manufactured in complex and expensive techniques.

Es sind schließlich Ausführungsformen bekannt, z.B. DE 100 23 640 und DE 101 04 185, bei denen die Kugelstange schwenkbar in einem Lagerblock sitzt, wobei der Lagerblock selber um eine in Fahrzeugrichtung angeordnete Achse schwenken kann, wodurch eine senkende und danach schwenkende Bewegung erzeugt wird. Diese Ausführungsform, die sich zwar sehr gut in Fahrzeuge integrieren läßt, hat dennoch folgende Nachteile:

  • Zur Realisierung der Bewegung sind unter Umständen 2 Motoren erforderlich
  • Es gibt wiederum drei Bewegungsschritte - Senken - Drehen - Heben - dazu ist eine spezielle Steuerung erforderlich
  • Die Herstellung ist wegen zweier großer, die ganz Last aufnehmenden Lager aufwendig und teuer.
Finally, embodiments are known, for example DE 100 23 640 and DE 101 04 185, in which the ball rod is pivotally seated in a bearing block, wherein the bearing block itself can pivot about an axis arranged in the vehicle direction, whereby a lowering and then pivoting movement is generated. This embodiment, which can be very well integrated into vehicles, nevertheless has the following disadvantages:
  • To realize the movement, 2 motors may be required
  • There are again three movement steps - lowering - turning - lifting - this requires a special control
  • The production is complicated and expensive because of two large, the very load receiving bearing.

Nachdern verschiedene motorisch angetriebene Anhängekupplungen mittlerweile produziert werden, und es sich herausgestellt hat, daß alle bekannten Typen in der Herstellung für den automobilen Massenmarkt zu teuer sind, ist es Zweck der Erfindung, eine motorisch angetriebene Anhängekupplung zu schaffen, die besonders einfach und billig in der Herstellung ist. Dieses wird dadurch erreicht, daß bei der erfindungsgemäßen Anhängekupplung keine Drehlager, Verriegelungsvorrichtungen oder andere Bauteile mit hoher Fertigungsgenauheit zur Anwendung kommen, sondern in dem die bewegenden Teile innerhalb eines Gehäuses auf einer schiefen Ebene verschoben und ohne Verwendung eines Drehlagers über eine Kulissenführung in die Gebrauchsstellung befördert und dort durch eine Spindel nach dem Prinzip des Schraubstocks festgeklemmt werden. Durch den Attstellwinkel der schiefen Ebene wird die Absenkhöhe des Kugelarmes konstruktiv auf das jeweilige Fahrzeug angepasst.After different motor driven towbars meanwhile produced and it has been found that all known types in the manufacture for the automotive mass market are too expensive, it is purpose of the invention, a motor-driven To create trailer hitch, which is particularly simple and inexpensive to manufacture. This is achieved in that in the hitch according to the invention no pivot bearing, Locking devices or other components with high manufacturing accuracy for Application, but in which the moving parts within a housing shifted an inclined plane and without using a pivot bearing via a slotted guide transported into the position of use and there by a spindle on the principle of Vices are clamped. By the angle of the inclined plane is the Drop height of the ball arm structurally adapted to the respective vehicle.

Ein Ausführungsbeispiel der Erfindung ist in den folgenden Abbildungen dargestellt. Aus Gründen der Übersichtlichkeit wurde auf die Darstellung des Tragers, mit dem die Anhängerkupplung am Fahrzeug befestigt wird, verzichtet. Ebenso ist die Deckplatte des Gehäuses der Anhängerkupplung nicht dargestellt, da sie den Blick auf die Funktionsbaugruppen verbirgt.An embodiment of the invention is shown in the following figures. Out For reasons of clarity was on the representation of the carrier, with which the trailer hitch attached to the vehicle is omitted. Likewise, the cover plate of the housing is the Trailer hitch not shown because it hides the view of the function modules.

Eine beispielhafte Ausführung der erfindungsgemäßen Anhängerkupplung besteht aus einem wannenförmigen Gehäuse (1) mit den Seitenwänden (2,3), der Gehäuserückwand (4), der vorderen Gehäusewand (5) sowie dem Gehäuseboden (6) mit dem Schlitz (7). Im Gehäuseboden (6) ist ein Schlitz (7) angeordnet.
Durch den Schlitz (7) im Gehäuseboden (6) ragt der Kugelarm (9) hindurch. Der sich im Gehäuse (1) befindliche Teil des Kugelarmes (9) ist als Drehachsglied (10) ausgeführt. Das Drehachsglied (10) besitzt im unteren Teil eine zylindrische Form, dessen Durchmesser größer als die lichte Weite des Schlitzes (7). Der obere Teil des Drehachsgliedes (10) ist asymmetrisch und wird in Fig. 5 näher beschrieben. Zwischen dem oberen und unteren Teil des Drehachsgliedes (10) ist eine Ringnut (20) angeordnet, in die eine Anlenkung (15) des Linearantriebes (14) eingreift. Der Linearantrieb (14) ist an der Gehäuserückwand (4) im Lager (23) schwenkbar gelagert.An exemplary embodiment of the trailer coupling according to the invention consists of a trough-shaped housing (1) with the side walls (2,3), the rear housing wall (4), the front housing wall (5) and the housing bottom (6) with the slot (7). In the housing bottom (6) has a slot (7) is arranged.
Through the slot (7) in the housing bottom (6) of the ball arm (9) protrudes. The in the housing (1) located part of the ball arm (9) is designed as Drehachsglied (10). The Drehachsglied (10) has in the lower part of a cylindrical shape whose diameter is greater than the inside width of the slot (7). The upper part of the Drehachsgliedes (10) is asymmetrical and is described in Fig. 5 in more detail. Between the upper and lower part of the Drehachsgliedes (10) an annular groove (20) is arranged, in which a linkage (15) of the linear drive (14) engages. The linear drive (14) is pivotally mounted on the housing rear wall (4) in the bearing (23).

Anhand der Figuren 1 bis 19 wird die Funktion der Erfindung erläutert.The function of the invention will be explained with reference to FIGS.

Fig. 1 zeigt die Anhängerkupplung in Nichtgebrauchsstellung in einer Draufsicht, Fig. 2 in einer Seitenansicht.
Der Linearantrieb (14) ist ganz eingefahren, der Kugelarm (9) ist im Schlitz (7) in Richtung Gehäuserückwand (4) zurückgezogen. Der Kugelarm (9) steht parallel zur Längsachse (10).Fig. 1 shows the trailer hitch in non-use position in a plan view, Fig. 2 in a side view.
The linear drive (14) is fully retracted, the ball arm (9) is retracted in the slot (7) in the direction of the housing rear wall (4). The ball arm (9) is parallel to the longitudinal axis (10).

Fig. 3 zeigt die Anhängekupplung in der Gebrauchsstellung in einer Draufsicht, Fig. 4 in einer Seitenansicht. Fig. 3 shows the hitch in the position of use in a plan view, Fig. 4 in a Side view.

Der an der Ringnut (20) am Drehachsglied (14) angreifende Linearantrieb (14) ist ausgefahren und hat den Kugelarm (9) gegen die vordere Gehäusewand (5) geschoben. Während dieser Bewegung hat der Kugelarm (9) durch das Zusammenwirken von Haken (11) und Gehäusedurchbruch (13) eine Schwenkbewegung um die Schwenkachse (12) durchgeführt, welche in den Fig. 8 bis 17 näher erläutert wird.
In der Gebrauchsstellung ist der Kugelarm (9) mit dem Haken (11), dem teilzylindrischen Teil (16) und der geraden oberen Fläche (17) des Drehachsgliedes (10) im Gehäusedurchbruch (13), der vorderen Gehäusewand (5) und der hinteren Seitenwand (2) festgesetzt. Dadurch werden der Grollteil der Kräfte, die von außen z.B. durch einen Anhänger auf den Kugelarm (9) einwirken, in das Gehäuse (1) eingeleitet. Nur ein kleiner Teil dieser Kräfte wirken auf den Linearantrieb (14).The at the annular groove (20) on the Drehachsglied (14) acting linear drive (14) is extended and has pushed the ball arm (9) against the front housing wall (5). During this movement, the ball arm (9) by the interaction of hook (11) and housing breakthrough (13) has carried out a pivoting movement about the pivot axis (12), which is explained in more detail in Figs. 8 to 17.
In the position of use, the ball arm (9) with the hook (11), the part-cylindrical part (16) and the straight upper surface (17) of the Drehachsgliedes (10) in the housing opening (13), the front housing wall (5) and the rear Sidewall (2) fixed. As a result, the grudge part of the forces acting on the ball arm (9) from outside, for example, by a trailer, are introduced into the housing (1). Only a small part of these forces act on the linear drive (14).

Fig. 5 zeigt den Kugelarm (9) mit dem Drehachsglied (10) in einer Draufsicht, Fig. 6 in einer Seitenansicht.
Das Drehachsglied (10) besteht aus einem unteren zylindrischen Teil (19) und einem oberen Teil, der aus einem teilzylindrischen Teil (16), den geraden Flächen (17, 18) eines teilquaderförmigen Körpers, welche tangentenförmig in den Teilzylinder (16) übergehen und dem Ha ken (11) besteht. Zwischen dem unteren und oberen Teil ist eine Ringnut (20) angeordnet, an der der Lincarantrieb (14) mit der Anlenkung (15) angreift. Die beiden geraden Flächen (17, 18) stehen hier im rechten Winkel zueinander und bestimmen damit den Schwenkwinkel des Kugelarmes (9). Durch konstruktive Änderung des Winkels zwischen den geraden Flächen (17,18) kann der Schwenkwinkel an das Zielfahrzeug angepasst werden.Fig. 5 shows the ball arm (9) with the Drehachsglied (10) in a plan view, Fig. 6 in a side view.
The Drehachsglied (10) consists of a lower cylindrical portion (19) and an upper part, which consists of a part-cylindrical part (16), the straight surfaces (17, 18) of a part-cuboid body, which tangent-shaped in the sub-cylinder (16) and the Ha ken (11) consists. Between the lower and upper part of an annular groove (20) is arranged, on which the Lincarantrieb (14) engages with the articulation (15). The two straight surfaces (17, 18) are at right angles to each other and thus determine the pivot angle of the ball arm (9). By constructively changing the angle between the straight surfaces (17, 18), the swivel angle can be adapted to the target vehicle.

Fig. 7 zeigt die Verbindung zwischen Kugelarm (9) und Lincarantrieb (14) in einer Explosionsdarstellung.
An der Anlenkung (15), die z.B. Teil einer Gewindehülse eines Spindelantriebes sein kann, befindet sich auf der dem Drehachsglied (10) zugewandten Seite eine teilkreisförmige Lagerfläche (21), deren Radius dem Radius der Ringnut (20) entspricht. Eine U-förmige Lagerfläche (22), die z.B. als U-förmiger Blechstreifen ausgeführt sein kann, umfasst den Kugelarm (9) in der Ringnut (20) und bildet bei Zusammenführung beider Teile in Pfeilrichtungen A,B mit der Lagerfläche (21) ein kreisförmiges Lager, in dem sich der Kugelarm (9) um die Schwenkachse (12) drehen kann. Die Verbindung zwischen den Lagerteilen (21,22) ist hier nicht näher dargestellt, sie kann z.B. durch eine Schraub- oder Nietverbindung realisiert sein. Fig. 7 shows the connection between the ball arm (9) and Lincar drive (14) in an exploded view.
On the articulation (15), which may be part of a threaded sleeve of a spindle drive, for example, is located on the side of the Drehachsglied (10) facing a part-circular bearing surface (21) whose radius corresponds to the radius of the annular groove (20). A U-shaped bearing surface (22), which may be embodied for example as a U-shaped metal strip, comprises the ball arm (9) in the annular groove (20) and forms when merging both parts in the direction of arrows A, B with the bearing surface (21) circular bearing in which the ball arm (9) can rotate about the pivot axis (12). The connection between the bearing parts (21,22) is not shown here in detail, it can be realized for example by a screw or rivet.

Die Fig. 8 bis 12 zeigen den Ablauf eines Ausschwenkvorganges.
In Fig. 8 befindet sich der Kugelarm (9) in der Nichtgebrauchsstellung. Der Haken (11) ragt in Richtung vorderer Gehäusewand (5) in den Durchbruch (13). Die gerade Fläche (18) und der teilzylindriesche Teil (16) des Drehachsgliedes (10) liegen an der hinteren und vorderen Gehäusewand (2,3) an.
In Fig. 9 hat der Linearantrieb (14) die Anlenkung (15) und damit den Kugelarm (9) in Pfeilrichtung C bewegt. Der Haken (11) liegt an der Seitenkante (24) des Durchbruchs (13) an und hat sich durch den Durchbruch (13) aus dem Gehäuse (1) herausgeschoben. Dadurch hat der Kugelarm (9) um die Achse (12) eine Schwenkbewegung in Pfeilrichtung D eingeleitet. Die gerade Fläche (18) berührt die vordere Gehäusewand (3) nicht mehr, während der teilzylindrische Teil (16) des Drehachsgliedes (10) noch an der hinteren Seiten wand (2) anliegt.
In Fig. 10 und 11 ist das Schwenken in Pfeilrichtung D soweit fortgeschritten, daß der teilzylindrische Teil (16) des Drehachsgliedes (10) sowohl an der hinteren (2) als auch an der vorderen Seitenwand (3) des Gehäuses (1) anliegt.
In Fig. 12 ist der Schwenkvorgang abgeschlossen, der Kugelarm (9) ist in der Gebrauchsstellung. Die gerade Fläche (17) liegt an der hinteren Seitenwand (2), der teilzylindrische Teil (16) an der vorderen Gehäusewand (5) und der Haken (11) an der Seitenkante (24) an. Dadurch ist das Drehachsglied (10) und damit der Kugelarm (9) durch den Druck des Lincarantriebes (14) nach dem Prinzip des Schraubstockes festgespannt. Solange der Linearantrieb (14) sich nicht wieder in die entgegengesetzte Richtung bewegt, bleibt der Kugelarm (9) fest in der Gehrauchssteilung, von außen einwirkende Kräfte werden in das Gehäuse und entlang der Längsachse (8) in den Linearantrieb (14) eingeleitet.FIGS. 8 to 12 show the sequence of a swiveling out operation.
In Fig. 8, the ball arm (9) is in the non-use position. The hook (11) protrudes in the direction of the front housing wall (5) in the opening (13). The straight surface (18) and the teilzylindriesche part (16) of the Drehachsgliedes (10) abut the rear and front housing wall (2,3).
In FIG. 9, the linear drive (14) has moved the articulation (15) and thus the ball arm (9) in the direction of arrow C. The hook (11) abuts against the side edge (24) of the opening (13) and has pushed out of the housing (1) through the opening (13). As a result, the ball arm (9) has introduced a pivoting movement in the direction of arrow D about the axis (12). The straight surface (18) no longer touches the front housing wall (3), while the part-cylindrical part (16) of the Drehachsgliedes (10) still on the rear side wall (2) is present.
In Fig. 10 and 11, the pivoting in the direction of arrow D is so far advanced that the part-cylindrical part (16) of the Drehachsgliedes (10) on both the rear (2) and on the front side wall (3) of the housing (1).
In Fig. 12, the pivoting operation is completed, the ball arm (9) is in the position of use. The straight surface (17) bears against the rear side wall (2), the part-cylindrical part (16) against the front housing wall (5) and the hook (11) against the side edge (24). As a result, the Drehachsglied (10) and thus the ball arm (9) is clamped by the pressure of Lincarantriebes (14) according to the principle of the vise. As long as the linear drive (14) does not move back in the opposite direction, the ball arm (9) remains fixed in the consumption division, external forces are introduced into the housing and along the longitudinal axis (8) in the linear drive (14).

Die Fig. 13 bis 17 zeigen die Bewegung des Kugelarmes (9) von der Gebrauchsstellung in die Nichtgebrauchsstellung.
In Fig. 13 hat der Linearantrieb (14) über die Anlenkung (15) den Kugelarm (9) soweit in Pfeilrichtung E gezogen, bis der Haken (11) die Seitenkante (25) des Durchbruchs (13) berührt. Der teilzylindrische Teil (16) des Drehachsgliedes (10) hat sich von der vorderen Gehäusewand (5) gelöst und liegt nun an der vorderen Seitenwand (3) an, die gerade Fläche (17) berührt weiterhin die hintere Seitenwand (2).
In Fig. 14 ist der Schwenkvorgang um die Schwenkachse (12) eingeleitet. Der Linearantrieb (14) zieht weiterhin das Drehachsglied (10) und damit den Kugelarm (9) in Pfeilrichtung E. Der Haken (11) liegt an der Seitenkante (25) des Durchbruchs (13) an und hat sich durch den Durchbruch (13) aus dem Gehäuse (1) herausgeschoben. Dadurch hat der Kugelarm (9) um die Achse (12) eine Schwenkbewegung in Pfeilrichtung F eingeleitet. Die gerade Fläche (17) berührt die hintere Gehäusewand (2) nicht mehr, jetzt liegt der teilzylindrsiche Teil (16) des Drehachsgliedes (10) an der hinteren Seitenwand (2) an.
Die Fig. 15 und 16 zeigen weitere Schritte des Schwenkvorganges.
In Fig. 17 hat der Kugelarm (9) seine Nichtgebrauchsstellung erreicht. Der teilzylindrische Teil (16) des Drehachsgliedes (10) liegt an der hinteren Gehäusewand (2), die gerade Fläche (18) liegt an der vorderen Gehäusewand (3) an. Der Haken (11) ragt in den Durchbruch (13).Figs. 13 to 17 show the movement of the ball arm (9) from the use position to the non-use position.
In FIG. 13, the linear drive (14) via the linkage (15) has the ball arm (9) pulled in the direction of arrow E until the hook (11) touches the side edge (25) of the opening (13). The part-cylindrical part (16) of the Drehachsgliedes (10) has detached from the front housing wall (5) and now rests against the front side wall (3), the straight surface (17) further contacts the rear side wall (2).
In Fig. 14, the pivoting action about the pivot axis (12) is initiated. The linear drive (14) continues to pull the Drehachsglied (10) and thus the ball arm (9) in the direction of arrow E. The hook (11) abuts the side edge (25) of the opening (13) and has through the opening (13) pushed out of the housing (1). As a result, the ball arm (9) has introduced a pivoting movement in the direction of the arrow F about the axis (12). The straight surface (17) no longer touches the rear housing wall (2), now the teilzylindrsiche part (16) of the Drehachsgliedes (10) on the rear side wall (2).
FIGS. 15 and 16 show further steps of the pivoting process.
In Fig. 17, the ball arm (9) has reached its non-use position. The part-cylindrical part (16) of the Drehachsgliedes (10) is located on the rear housing wall (2), the straight surface (18) is located on the front housing wall (3). The hook (11) protrudes into the opening (13).

Claims (2)

Anhängekupplung für Kraftfahrzeuge, insbesondere Personenkraftwagen mit einem Kupplungsarm (9), der einends ein hochstehend angeordnetes Kopfstück zum lösbaren Befestigen eines Anhängers trägt und anderenends mit einem bewegbar in einem Gehäuse (1) gelagerten Paßstücks (10) fest verbunden ist, wobei der Kupplungsarm (9) mittels einer manuell oder kraftbetriebenen Vorschubeinrichtung zwischen einer am Fahrzeug angeordneten nach hinten gerichteten Gebrauchsstellung und einer weiter vorne angeordneten Nichtgebrauchsstellung hin und her verstellbar ist und die Verstellbewegung sich aus zwei Bewegungen zusammensetzt, wobei beide Bewegungen sich auch überlagern können, in dem der Kupplungsarm, ausgehend von der Nichtgebrauchsstellung im ersten Bewegungsabschnitt durch Verschieben des Paßstückes (10) im, eine Schrägstellung innerhalb des Fahrzeuges einnehmenden Gehäuse (1) nach vorne in eine Zwischenstellung befördert wird und in einem zweiten Bewegungsab schnitt das Paßstück (10) zusammen mit dem Kupplungsarm (9) verschwenkt wird, so daß der Kupplungsarm (9) nach Vollendung beider Bewegungen die Gebrauchsstellung einnimmt, dadurch gekennzeichnet, daß an dem Kupplungsarm (9) an dem der Kugel gegenüberliegenden Ende ein Drehachsglied (10) angeordnet ist, welches aus einem teilzylindrischen Teil (16) und einem teilquaderförmiger Körper besteht, dessen Seiten (17, 18) tangentenförmig in den Teilzylinder (16) auflaufen, wodurch sich in der Draufsicht auf das Drehachsglied (10) ein schildförmiges Profil ergibt, wobei die Mittelachse (12) des Teilzylinders (16) in die Mittelachse des Kupplungsarmes (9) übergehl und der Abstand der Seiten (17,18) (Oberkante des Schildes) von der Mittelachse des Teilzylinders (16) dem Radius des Teilzylinders entspricht und der Teilquader auf der einen Seite eine hakenförmige Nase (11) hat, die in einem u-schienenförmigen, das Drehachsglied (10) umhüllenden Gehäuse (1), eine entsprechende Ausnehmung oder Durchbruch (13) vorfindet, in die bei linearer Bewegung des Kupplungsarmes (9) mit dem Drehachsglied (10) innerhalb des Gehäuses (1), manuell oder durch Kraft angetrieben, die hakenförmige Nase (11) des Drehachsgliedes (10) eintaucht und dabei durch die Kraft des Stellantriebes (14) das Drehachsglied (10) in Drehung um die Mittelachse (12) des Kupplungsarmes (9) versetzt, so lange, bis das Drehachsglied (10) mit dem Kupplungsarm (9) ca. 90° geschwenkt hat und der zylindrische Teil des Drehachsgliedes (10) in das dazu passende Formteil (5) am Gehäuse (1) eingreift, während gleichzeitig die hakenförmige Nase (11) des Drehachsgliedes (10) am Gehäuse anschlägt und dort durch den Preßdruck des Stellantriebes (14) einseitig verdrehsicher gehalten wird, während ein Verdrehen in die entgegengesetzte, Richtung des Drehachsgliedes verhindert wird, in dem die eine Seite des am Drehachsgliedes (10) befindlichen Seite (17) an der Wand des Gehäuses (2) anliegt.Trailer coupling for motor vehicles, in particular passenger cars, having a coupling arm (9) which at one end carries a high-positioned head piece for releasably securing a trailer and at the other end is fixedly connected to a fitting (10) movably mounted in a housing (1), the coupling arm (9 ) is adjustable by means of a manual or power-driven feed device between a arranged on the vehicle rearward use position and a further forward non-use position and the adjustment is composed of two movements, both movements can also overlap, in which the coupling arm, starting from the non-use position in the first movement section by moving the fitting (10) in an inclined position within the vehicle engaging housing (1) is conveyed forward in an intermediate position and cut in a second Bewegungsab the Paßstüc k (10) is pivoted together with the coupling arm (9), so that the coupling arm (9) occupies the use position after completion of both movements, characterized in that on the coupling arm (9) at the end opposite the ball a Drehachsglied (10) is arranged, which consists of a part-cylindrical part (16) and a part-cuboid body whose sides (17, 18) run tangent-shaped in the sub-cylinder (16), whereby in the plan view of the Drehachsglied (10) results in a shield-shaped profile, wherein the central axis (12) of the sub-cylinder (16) in the central axis of the coupling arm (9) übergehl and the distance of the sides (17,18) (upper edge of the shield) from the central axis of the sub-cylinder (16) corresponds to the radius of the sub-cylinder and the sub-cuboid on one side has a hook-shaped nose (11), in a u-shaped, the Drehachsglied (10) enclosing housing (1), a corresponding recess or opening (1 3) finds, in the case of linear movement of the coupling arm (9) with the Drehachsglied (10) within the housing (1), driven manually or by force, the hook-shaped nose (11) of the Drehachsgliedes (10) is immersed and thereby by the force the actuator (14) the Drehachsglied (10) in rotation about the central axis (12) of the coupling arm (9), until the Drehachsglied (10) with the coupling arm (9) has pivoted about 90 ° and the cylindrical part of the Drehachsgliedes (10) in the mating mold part (5) on the housing (1) engages while the hook-shaped nose (11) of the Drehachsgliedes (10) abuts the housing and there by the pressing pressure of the actuator (14) is held on one side against rotation while preventing rotation in the opposite direction of the rotary axis member by abutting the one side of the rotary axis member (10) side (17) against the wall of the housing (2). Anhängekupplung für Kraftfahrzeuge nach Anspruch 1 dadurch gekennzeichnet, daß in dem Gehäuse (1) statt eines durchgehenden Gehäusebodens (6) auch zwei oder mehrere Gehäusebodenteile hintereinander in unterschiedlichen Winkeln zur Horizontale angeordnet sein können.Trailer coupling for motor vehicles according to claim 1, characterized in that in the housing (1) instead of a continuous housing bottom (6) and two or more housing bottom parts can be arranged one behind the other at different angles to the horizontal.
EP05005548A 2004-04-08 2005-03-15 Trailer coupling Not-in-force EP1584499B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202004005807U 2004-04-08
DE202004005807U DE202004005807U1 (en) 2004-04-08 2004-04-08 trailer hitch

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EP1584499A1 true EP1584499A1 (en) 2005-10-12
EP1584499B1 EP1584499B1 (en) 2009-02-11

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AT (1) ATE422430T1 (en)
DE (2) DE202004005807U1 (en)

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WO2008049569A1 (en) 2006-10-25 2008-05-02 Rheinisch-Westfälische Technische Hochschule Aachen Trailer device
EP2181868A1 (en) 2008-10-30 2010-05-05 MVG Metallverarbeitungsgesellschaft mbH Tow bar
EP3441243B1 (en) 2017-08-09 2020-07-01 FAC Frank Abels Consulting & Technology GmbH Motor-driven pivotable trailer coupling

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EP3379222B1 (en) 2017-03-22 2020-12-30 Methode Electronics Malta Ltd. Magnetoelastic based sensor assembly
US11135882B2 (en) 2018-02-27 2021-10-05 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
DE18907724T1 (en) 2018-02-27 2021-03-25 Methode Electronics, Inc. Towing systems and methods using magnetic field measurement
US11084342B2 (en) 2018-02-27 2021-08-10 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US11221262B2 (en) 2018-02-27 2022-01-11 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US11491832B2 (en) 2018-02-27 2022-11-08 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing

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DE19612959A1 (en) 1996-04-01 1997-10-02 Oris Fahrzeugteile Riehle H Trailer coupling
WO1998057813A1 (en) 1997-06-19 1998-12-23 Volvo Personvagnar Ab Hitching means for vehicles
DE19826618A1 (en) 1998-06-17 1999-12-23 Peter Rocca Swivel mounted and vertically movable tow bar can be completely hidden inside bumper unit
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EP2181868A1 (en) 2008-10-30 2010-05-05 MVG Metallverarbeitungsgesellschaft mbH Tow bar
DE102008043318A1 (en) 2008-10-30 2010-05-12 Mvg Metallverarbeitungsgesellschaft Mbh Towing
EP3441243B1 (en) 2017-08-09 2020-07-01 FAC Frank Abels Consulting & Technology GmbH Motor-driven pivotable trailer coupling
EP3441243B2 (en) † 2017-08-09 2023-08-09 FAC Frank Abels Consulting & Technology GmbH Motor-driven pivotable trailer coupling

Also Published As

Publication number Publication date
ATE422430T1 (en) 2009-02-15
DE502005006588D1 (en) 2009-03-26
DE202004005807U1 (en) 2004-07-08
EP1584499B1 (en) 2009-02-11

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